Found a sleeper video with the SHO
- Thread starter yaycandy
- Start date
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yaycandy
Aerospace Engineer
Zaks car was in near the intro draggin. No i dont know how to spell his name lol
yaycandy
Aerospace Engineer
So i did good today?
mrhighcaliber
SHO Member
- Joined
- May 31, 2015
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- 320
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- 671
I enjoyed that like a kid cuddling with his buzz lightyear while watching toy story.
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Sent from my PH-1 using Tapatalk
Last edited:
Hey that was cool!
White SHO at the end VS Godzilla was Tim (ShoNoff)
Zpak
Es Aich Oh!
You’re blow’in up 802. Using you pic for for mesh grilles, representing the SHO in sleeper videos...
mrhighcaliber
SHO Member
- Joined
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- 320
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- 671
Sgtmeatsauce1
2013 SHO +pp
It's not Haldex anymore, isnt a Ford hybrid now?
yaycandy
Aerospace Engineer
I dont think it was ever a Haldex. It was a Ford developed part i think without elsd also. If it was haldex with elsd it would of been able to send up to 100% to the rear maybe. Not sure on what percentage actually goes to the rear. I research alot because im a nerd like that but i get too many different answers online so i dont know what is true
Sgtmeatsauce1
2013 SHO +pp
The Sedan PI and Utility PI from Ford come standard as AWD. Under normal conditions, both vehicles are driven by the front wheels. If the front wheels lose traction, even on dry pavement, the AWD system reacts within 0.1 milliseconds to distribute up to 100 percent of the torque to any one wheel or combination of wheels. The AWD paired with traction control can distribute up to 100 percent of the available torque to the wheel (or wheels) with the most traction.
In a FWD-priority system, if both rear wheels are deemed to have the same traction, AWD will distribute the available power evenly between the rear wheels. If the AWD detects that only one rear wheel has traction, all the rear torque will go to that wheel. If one rear wheel has more traction than the other rear wheel, the AWD will determine the right amount of torque to split between each wheel.
The AWD may distribute up to 100 percent of the torque to any one wheel, front or rear, left or right. For example, the left front tire may be the only one of the four with traction, so it will get all of the torque. Or it may be the right rear.
Importantly, the on-demand AWD systems also improve driving dynamics. Only stability control will limit understeer (or throttle-off oversteer) as you enter a corner or cross a median strip. However, both throttle-on understeer and throttle-on oversteer are greatly reduced by AWD.
The AWD system continuously monitors vehicle speed, throttle position, steering wheel angle and wheel slip to seamlessly deliver torque to the appropriate wheel. This helps to eliminate torque steer from the 305 hp 3.7L V6 in the Sedan PI, the 304 hp 3.7L V6 in the Utility PI and the 365 hp 3.5L EcoBoost V6 optional in the Sedan PI. In fact, this also helps to balance the Sedan PI and the Utility PI during hard cornering because in a curve, the front wheels are asked to both steer the vehicle and propel the vehicle.
AWD System Operation
How does the AWD system operate on various surfaces such as dry pavement and slippery roads, i.e., wet, gravel, sand, grass, snow, ice?
The operation of the AWD system on any surface is basically the same. The AWD system has two basic modes of torque transfer: pre-emptive torque (before wheel slip) and slip control torque (after wheel slip).
When the vehicle accelerates from a stop on any surface, dry pavement, wet pavement, sand, gravel, snow, ice, mud... there is some pre-emptive torque transferred from the front wheels to the rear wheels. This pre-emptive torque is transferred because the AWD system anticipates there could be wheel slip in this situation.
Depending on how quickly the driver wants to accelerate and how slippery the surface, this pre-emptive torque might not be enough torque to control front wheel slip. In this case, slip control torque will be added to equalize front and rear wheel speeds.
On dry pavement, usually pre-emptive torque is sufficient to control wheel slip. On slippery surfaces (wet pavement, gravel, snow, ice), various amounts of slip control torque are added depending on the driving situation to control wheel slip. During driving on any surface, the AWD commanded torque is constantly varying based on driving conditions.
How does AWD operate on snow or ice when three of the four wheels are without traction?
Police Interceptors have brake traction control standard when equipped with AWD. During a situation where only one wheel has traction, the AWD system works together with the brake traction control system to send torque to the wheel with traction.
For example, if a driver is trying to accelerate with three wheels on ice and only the left rear wheel on pavement, the AWD system would send torque to the rear axle. Then, the brake traction control system would apply braking force to the spinning right rear wheel, this then causes torque to be transferred to the left rear wheel. The vehicle now is sending increased torque to the one wheel with traction.
Dry Pavement
How does AWD operate when cornering on dry pavement?
During a very mild cornering event, the AWD system may not send any torque to the rear axle. However, if the cornering gets more aggressive, the AWD system will start to send pre-emptive torque to the rear axle in the anticipation of wheel slip to improve vehicle handling. If the driver is very aggressive, pre-emptive torque and slip control torque will be sent to the rear axle to control wheel slip and improve vehicle handling.
Police Interceptors also have yaw feedback as an input to the AWD system. For example, if the vehicle is in an aggressive handling event, AWD-sent torque will be adjusted based on the lateral acceleration and yaw of the vehicle to help keep the vehicle on the driver's intended path.
During very tight corner turns, such as parking lot maneuvers, the AWD system detects the vehicle is in a tight turn and reduces torque to the rear axle so there is no binding or “crow-hop” felt in the vehicle. However, the system has the ability to increase torque to the rear axle if any wheel slip did occur in this situation.
In a FWD-priority system, if both rear wheels are deemed to have the same traction, AWD will distribute the available power evenly between the rear wheels. If the AWD detects that only one rear wheel has traction, all the rear torque will go to that wheel. If one rear wheel has more traction than the other rear wheel, the AWD will determine the right amount of torque to split between each wheel.
The AWD may distribute up to 100 percent of the torque to any one wheel, front or rear, left or right. For example, the left front tire may be the only one of the four with traction, so it will get all of the torque. Or it may be the right rear.
Importantly, the on-demand AWD systems also improve driving dynamics. Only stability control will limit understeer (or throttle-off oversteer) as you enter a corner or cross a median strip. However, both throttle-on understeer and throttle-on oversteer are greatly reduced by AWD.
The AWD system continuously monitors vehicle speed, throttle position, steering wheel angle and wheel slip to seamlessly deliver torque to the appropriate wheel. This helps to eliminate torque steer from the 305 hp 3.7L V6 in the Sedan PI, the 304 hp 3.7L V6 in the Utility PI and the 365 hp 3.5L EcoBoost V6 optional in the Sedan PI. In fact, this also helps to balance the Sedan PI and the Utility PI during hard cornering because in a curve, the front wheels are asked to both steer the vehicle and propel the vehicle.
AWD System Operation
How does the AWD system operate on various surfaces such as dry pavement and slippery roads, i.e., wet, gravel, sand, grass, snow, ice?
The operation of the AWD system on any surface is basically the same. The AWD system has two basic modes of torque transfer: pre-emptive torque (before wheel slip) and slip control torque (after wheel slip).
When the vehicle accelerates from a stop on any surface, dry pavement, wet pavement, sand, gravel, snow, ice, mud... there is some pre-emptive torque transferred from the front wheels to the rear wheels. This pre-emptive torque is transferred because the AWD system anticipates there could be wheel slip in this situation.
Depending on how quickly the driver wants to accelerate and how slippery the surface, this pre-emptive torque might not be enough torque to control front wheel slip. In this case, slip control torque will be added to equalize front and rear wheel speeds.
On dry pavement, usually pre-emptive torque is sufficient to control wheel slip. On slippery surfaces (wet pavement, gravel, snow, ice), various amounts of slip control torque are added depending on the driving situation to control wheel slip. During driving on any surface, the AWD commanded torque is constantly varying based on driving conditions.
How does AWD operate on snow or ice when three of the four wheels are without traction?
Police Interceptors have brake traction control standard when equipped with AWD. During a situation where only one wheel has traction, the AWD system works together with the brake traction control system to send torque to the wheel with traction.
For example, if a driver is trying to accelerate with three wheels on ice and only the left rear wheel on pavement, the AWD system would send torque to the rear axle. Then, the brake traction control system would apply braking force to the spinning right rear wheel, this then causes torque to be transferred to the left rear wheel. The vehicle now is sending increased torque to the one wheel with traction.
Dry Pavement
How does AWD operate when cornering on dry pavement?
During a very mild cornering event, the AWD system may not send any torque to the rear axle. However, if the cornering gets more aggressive, the AWD system will start to send pre-emptive torque to the rear axle in the anticipation of wheel slip to improve vehicle handling. If the driver is very aggressive, pre-emptive torque and slip control torque will be sent to the rear axle to control wheel slip and improve vehicle handling.
Police Interceptors also have yaw feedback as an input to the AWD system. For example, if the vehicle is in an aggressive handling event, AWD-sent torque will be adjusted based on the lateral acceleration and yaw of the vehicle to help keep the vehicle on the driver's intended path.
During very tight corner turns, such as parking lot maneuvers, the AWD system detects the vehicle is in a tight turn and reduces torque to the rear axle so there is no binding or “crow-hop” felt in the vehicle. However, the system has the ability to increase torque to the rear axle if any wheel slip did occur in this situation.
Sgtmeatsauce1
2013 SHO +pp
That's only the first 1000 words of article, would not let me post anymore...
yaycandy
Aerospace Engineer
mrhighcaliber
SHO Member
- Joined
- May 31, 2015
- Messages
- 320
- Reaction score
- 671
The problem with our clutch coupled AWD system is clutch slippage. Through my own experiments, the 4x4 module will only commands a maximum of about 92% duty/cyl for the RDU clutch under full throttle acceleration. It will intermittently grant 100% only when the front wheels are slipping or when the RDU clutch is slipping. If front wheel/rdu clutch slippage is still excessive or occurs for too long, the AWD system will shut down, comanding 0% duty to the RDU clutch, protecting the clutch from overheating. Pcm/4x4 mod will reduce clutch duty as acceleration rates taper off, fading RDU clutch activity out to 0% at cruising speeds or under minute acceleration demands.
90~% Duty/cyl Proactive - maintain trac
100% Duty/cyl Reactive - regain trac
0% Duty/cyl Off - Protection/cruising
I believe Ford's reasoning for this programing is twofold.
1- Reduces understeer characteristics under hard acceleration (plowing) and improves on power handing manuvers.
2- Durability of the RDU, clutch packs, rear half shafts and drive axle.
Considering that Weight transfers dynamically to the rear, commensurate with the rate of acceleration; the rear wheels, during launch, will under the right circumstances, be responsible for 100% of the torque required for launching this vehicle (depending on grip at the rear).
Anyone whom has seen; these components (Ptu to rear half shaft) are not sized for the potential torque necessary to accelerate a vehicle of this size. They are sized for intermittent assistance duty, only to be used as part of the drive solution. The 4x4 control module is programed with these limitations in mind.
My theory
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90~% Duty/cyl Proactive - maintain trac
100% Duty/cyl Reactive - regain trac
0% Duty/cyl Off - Protection/cruising
I believe Ford's reasoning for this programing is twofold.
1- Reduces understeer characteristics under hard acceleration (plowing) and improves on power handing manuvers.
2- Durability of the RDU, clutch packs, rear half shafts and drive axle.
Considering that Weight transfers dynamically to the rear, commensurate with the rate of acceleration; the rear wheels, during launch, will under the right circumstances, be responsible for 100% of the torque required for launching this vehicle (depending on grip at the rear).
Anyone whom has seen; these components (Ptu to rear half shaft) are not sized for the potential torque necessary to accelerate a vehicle of this size. They are sized for intermittent assistance duty, only to be used as part of the drive solution. The 4x4 control module is programed with these limitations in mind.
My theory
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